sailboat data cabo rico 38

• Types of Sailboats
• Parts of a Sailboat
• Cruising Boats
• Small Sailboats
• Design Basics
• Sailboats under 30'
• Sailboats 30'-35
• Sailboats 35'-40'
• Sailboats 40'-45'
• Sailboats 45'-50'
• Sailboats 50'-55'
• Sailboats over 55'
• Masts & Spars
• Knots, Bends & Hitches
• The 12v Energy Equation
• Electronics & Instrumentation
• Build Your Own Boat
• Buying a Used Boat
• Choosing Accessories
• Living on a Boat
• Cruising Offshore
• Sailing in the Caribbean
• Anchoring Skills
• Sailing Authors & Their Writings
• Mary's Journal
• Nautical Terms
• Cruising Sailboats for Sale
• List your Boat for Sale Here!
• Used Sailing Equipment for Sale
• Sell Your Unwanted Gear
• Sailing eBooks: Download them here!
• Your Sailboats
• Your Sailing Stories
• Your Fishing Stories
• Advertising
• What's New?
• Chartering a Sailboat
• Cruising Yachts 35' to 40'
• Cabo Rico 38

The Cabo Rico 38 Sailboat Specs & Key Performance Indicators

The  Cabo Rico 38, a heavy displacement aft-cockpit cutter,  was designed by  Bill Crealock & Dennis Garrett  and built in  Costa Rica  by  Cabo Rico Custom Yachts Inc.

Published Specification for the Cabo Rico 38

Underwater Profile:  Long keel

Hull Material:  GRP (Fibreglass)

Length Overall:  38'0"  ( 11.6m)

Waterline Length:  29'3"  ( 8.9m)

Beam:  11'6"  ( 3.5m)

Draft:  5'0"  ( 1.5m)

Rig Type:  Cutter

Displacement:  21,000lb (9,525kg)

Designer:  Bill Crealock & Dennis Garrett

Builder:  Cabo Rico Custom Yachts ( Costa Rica)

Year First Built:  1970

Number Built:  200

Published Design Ratios for the Cabo Rico 38

1. Sail Area/Displacement Ratio:  20.5

2. Ballast/Displacement Ratio:  37.1

3. Displacement/Length Ratio:  375

4. Comfort Ratio:  39.4

5. Capsize Screening Formula:   1.7

read more about these Key Performance Indicators...

Summary Analysis of the Design Ratios for the Cabo Rico 38

1. A Sail Area/Displacement Ratio of 20.5 suggests that, in the right hands, the Cabo Rico 38 will have enough performance to leave most other sailboats of similar waterline length well astern. 

2. A Ballast/Displacement Ratio of 37.1 means that a sailboat like the Cabo Rico 38 (which doesn't have a stiffness-enhancing bulb keel), is likely to benefit from being reefed early to keep her sailing upright in a moderate breeze.

3. A Displacement/Length Ratio of 375, tells us the Cabo Rico 38 is firmly in the ultra-heavy displacement category. Load her up as much as you like and her performance will be hardly affected, not that it was ever startling. Few if any sailboats are built to this displacement category these days - but they remain popular with some long-distance sailors.

4. Ted Brewer's Comfort Ratio of 39.4 suggests that crew comfort of a Cabo Rico 38 in a seaway is similar to what you would associate with the motion of a moderate bluewater cruising boat - a predictable and acceptable motion for most seasoned sailors.

5. The Capsize Screening Formula (CSF) of 1.7 indicates that a Cabo Rico 38 would be a safer choice of sailboat for an ocean passage than one with a CSF of more than 2.0. 

Cruisers' Questions about this Sailboat...

What is the history of Cabo Rico Custom Yachts?

The company was founded in 1965 by John Schofield, a British manager of a Leyland automotive plant in San Jose, Costa Rica, who started building power boats as a hobby.

• In the early 1970s, the company launched its first sailboat, the Tiburon 36, a ketch designed by Bill Crealock;
• In 1977, the Tiburon 36 evolved into the Cabo Rico 38, a cutter that became the company's most popular and iconic model;
• In 1983, the company opened a sales office in Fort Lauderdale, Florida, and expanded its dealer network to Europe and Asia;
• In 1987, the company was bought by Fraser and Edi Smith, two Canadians who introduced new models and improved the quality and design of the boats;
• In 1992, the company acquired David Walters Custom Yachts, which produced the Cambria line of luxury sailboats;
• In the 1990s and 2000s, the company collaborated with other designers such as Mark Ellis and Chuck Paine to create new models ranging from 34 to 56 feet, including pilothouse versions;
• In 2005, the company entered a Cabo Rico 56 in the Trans Pacific race and achieved an impressive second place in its class;
• In 2010, the company faced financial difficulties and filed for bankruptcy protection;
• In 2014, the company was reorganized and resumed production under new management.

Who designed the Cabo Rico 38?

The Cabo Rico 38 was designed by William (Bill) Crealock, a renowned naval architect who also designed the Tiburon 36, the Pacific Seacraft 34 and 37, and many other cruising boats.

When and where was the Cabo Rico 38 built?

The Cabo Rico 38 was built by Cabo Rico Custom Yachts in Costa Rica, starting from 1977 until 2005. About 200 hulls were produced in total.

What are the main features of the Cabo Rico 38?

The Cabo Rico 38 is a traditional full-keel cutter with a bowsprit, a low sheerline, and a lot of teak trim. It has a balsa-cored deck and hull, a keel-stepped mast, and an internal ballast. It is known for its strength, seakindliness, and quality craftsmanship.

What are the different layouts and options available for the Cabo Rico 38?

The Cabo Rico 38 has been built with a variety of configurations to suit different preferences and needs. The standard layout has two cabins, one head, and a U-shaped galley to starboard. Some models have two heads, one forward and one aft, or a single cabin with more storage space. The salon can have either a straight settee or an L-shaped dinette to port. In 1990, a pilothouse version was introduced, with an enclosed steering station and more headroom.

What are some of the common upgrades and modifications done to the Cabo Rico 38?

Some of the common upgrades and modifications done to the Cabo Rico 38 include replacing the original Perkins engine with a more reliable Yanmar or Beta engine, adding solar panels, wind generators, or watermakers for more self-sufficiency, installing roller furling systems or electric winches for easier sail handling, upgrading the electronics and navigation equipment, and adding davits, arches, or dinghy hoists for more convenience.

What are some of the pros and cons of owning a Cabo Rico 38?

Some of the pros of owning a Cabo Rico 38 are:

• It is a well-built and well-designed boat that can handle any weather conditions;
• It has a beautiful and cozy interior with lots of teak joinery and fine details;
• It has a loyal and supportive owners' association that can provide advice and assistance.

Some of the cons of owning a Cabo Rico 38 are:

• It is an expensive boat to buy and maintain, especially if it needs major repairs or restoration;
• It is not very fast or responsive in light winds or tight quarters;
• It has limited headroom and storage space compared to some newer designs.

The above answers were drafted by sailboat-cruising.com using GPT-4 (OpenAI’s large-scale language-generation model) as a research assistant to develop source material; to the best of our knowledge,  we believe them to be accurate.

Other sailboats in the Cabo Rico range include:

Recent Articles

GENERIC KPI Template

Aug 25, 24 07:21 AM

Gulfstar Hirsch 45 Sailboat Specs & Key Performance Indicators

Aug 25, 24 07:19 AM

Nicholson 35 Sailboat Specs & Key Performance Indicators

Aug 24, 24 02:27 PM

Here's where to:

• Find  Used Sailboats for Sale...
• Find Used Sailing Gear for Sale...
• List your Sailboat for Sale...
• List your Used Sailing Gear...

Our eBooks...

A few of our Most Popular Pages...

Copyright © 2024  Dick McClary  Sailboat-Cruising.com

Jump to navigation

Search form

• Crew Finder
• Century Club
• Start Sailing Now
• Racing Team
• See The Bay
• Boats For Sale
• Boat Reviews
• Classifieds
• Cover Contest
• Email Signup

The Cabo Rico 38 Used Boat Review

Posted March 27, 2017

From its humble beginning in a corner of the British Leland assembly plant in San Jose, Costa Rica, Cabo Rico Boats have earned the respect of cruising sailors around the world. Introduced nearly 25 years ago, the Cabo Rico 38 remains in production and is one of the company’s most enduring models. This boat succeeds because she never pretends to be anything but what she is--a serious cruising boat for serious cruisers. 

Although there is no common consensus on what defines a serious cruising boat. And, if you compared the designs of Steve Dashew and W.I.B. Crealock, both noted cruising boat designers, you would find boats that are radically different in appearance, yet similar in a number of areas important to all cruisers. Among common features, they have ample capacity for fuel and fresh water, a strong rig and manageable sail plans, predictable sailing characteristics, good sea berths, sound construction methods, and, accommodations and features that consider the safety of the crew and guests above all else. By these standards, the Crealock-designed Cabo Rico 38 qualifies as a serious cruising boat. Cabo Rico offers both pilothouse and trunk cabin models, but because of limited editorial space and (pilothouse models), I’ll confine my comments to the trunk cabin model. 

The overall length of the Cabo Rico 38 is actually 41-feet due to a three-foot bowsprit. Waterline length is 29’ 3”; beam is 11’ 6”; draft is listed by the manufacturer at an even five feet; and displacement is 21,500 pounds.

The Cabo Rico 38 hull is constructed of fiberglass laminates. Although some balsa core is used in the hull sides above the static waterline, the core is intended for thermal and sound insulation rather than for strength. Since the mid-1990s, boats have been built with vinylester resin used for the first four layers of fiberglass to prevent osmotic blistering. It is not uncommon for older boats that used a polyester resin to have some osmotic blistering if remedial repairs or preventive measures have not been taken. 

Decks and cabin structures are built with half-inch balsa wood core between fiberglass laminates, although core materials are eliminated in the area of through-bolted hardware. Some early model Cabo Rico 38s were built with teak deck overlays. If not properly and frequently maintained, these boats can have significant underlying problems that are, at best, expensive to repair. Therefore, a closer look at these models may be in order. If in doubt, it may be worth the cost of a small destructive examination, from below, to get a better idea of the condition of teak-overlaid decks. 

Cabo Rico uses solid fiberglass for structural reinforcement below the waterline so that engine beds, floors and stringers are not dependent on materials that can deteriorate over time without being detected. Bulkheads are attached with fiberglass and epoxy resin on each side. Secondary bonding failures on these boats are nearly non-existent. 

The decks are well laid out for cruising with two 1 1/2”-diameter scuppers along each side deck and two two-inch diameter scuppers in the cockpit for good drainage. There is a sturdy stainless steel double rail bow pulpit and two anchor rollers. For security, there are double lifelines supported by closely spaced stainless steel stanchions and a raised bulwark with a teak caprail all around. There are plenty of deck hatches, opening ports and dorades for good ventilation of cabin spaces. The cockpit is not large--a feature often considered a plus on cruising boats--but offers comfortable seating for four.

If there is a complaint, it may be that there is too much exterior woodwork. The abundance of teak trim makes for a classic, handsome appearance but it also adds to cost, or at least to the time spent, maintaining the exterior.

Cabo Rico has offered several variations of a standard interior arrangement plan featuring a forward stateroom with a large double berth followed by head and shower, a main saloon with either opposing settees or a combination dinette/settee, and aft galley and navigation station. In the mid-1990s, the engine was moved from beneath the companionway steps to beneath the galley counter, opening up space for the aft quarter berth cabin and head found on more recent models. Because Cabo Rico offers original owners ultimate control of the interior arrangement, there are few 38 interiors that are exactly alike.

Auxiliary power may be provided by Perkins, Westerbeke or Yanmar diesel engines, all of which, if in good running order, will provide sufficient power. Somewhat unique to boats in this size range, engines are mounted level with a horizontal propeller shaft. While this method of installation is the most efficient, it also moves the heavy machinery lower in the hull where it helps lower the center of gravity.

With a full keel and its associated high wetted surface area, the Cabo Rico 38 has a whopping displacement/length ratio of 375, a sail area/displacement ratio of 15.2, and rigging shroud chain plates at the deck edge. So if you’re looking for a boat that accelerates quickly out of tacks and sails efficiently at better than 45 degrees to the wind, this one’s not for you. 

On the other hand, cruising sailors may only tack once or twice a day. They also tend to avoid beating to weather and are seldom willing to sacrifice the storage benefits of volume for the performance benefits of light displacement. In general, the Cabo Rico 38 is slightly less responsive and weatherly than lighter cruising designs such as the Pacific Seacraft 37 but considerably better than heavier Colin Archer-types such as the Ingrid 38.

As of this writing, in early September 2003, hull number 190 of the Cabo Rico 38 was under construction. This isn’t a lot but it’s sufficient to ensure a pretty good supply of used models. Additionally, a production run of more than 20 years ensures a wide price range that will make this boat affordable to a wide variety of sailors. I found 13 boats offered for sale ranging from $80,000 to $240,000 and records of 16 boats sold over the last 18 months ranging form $65,000 for a 1981 model to $235,000 for a 1998 model. When all the pros and cons are considered, this is still a tough boat to beat if you’re looking for a serious cruising boat in this size range.

• Privacy Policy

Cabo rico 38 ph

The cabo rico 38 ph is a 37.99ft cutter designed by w.i.b. crealock and built in fiberglass by cabo rico (cr) since 1976..

The Cabo rico 38 ph is a heavy sailboat which is a good performer. It is reasonably stable / stiff and has an excellent righting capability if capsized. It is best suited as a heavy bluewater cruising boat.

Cabo rico 38 ph for sale elsewhere on the web:

Main features

Login or register to personnalize this screen.

You will be able to pin external links of your choice.

See how Sailboatlab works in video

We help you build your own hydraulic steering system - Lecomble & Schmitt

Accommodations

Builder data

Modal Title

The content of your modal.

Personalize your sailboat data sheet

Paste a link here:

Give it a title:

And eventually a link to an image for the thumbnail:

Great choice! Your favorites are temporarily saved for this session. Sign in to save them permanently, access them on any device, and receive relevant alerts.

• Sailboat Guide

Cabo Rico 38 PH

Cabo Rico 38 PH is a 37 ′ 11 ″ / 11.6 m monohull sailboat designed by William Crealock and built by Cabo Rico starting in 1976.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

Pilothouse version of CABO RICO 38. Cutter or ketch. Layouts vary. See CABO RICO 38 for details.

Embed this page on your own website by copying and pasting this code.

Discover Related Sailboats

Cabo Rico 38

• About Sailboat Guide

©2024 Sea Time Tech, LLC

This site is protected by reCAPTCHA and the Google Privacy Policy and Terms of Service apply.

Review of Cabo Rico 38

Basic specs..

The hull is made of fibreglass. Generally, a hull made of fibreglass requires only a minimum of maintenance during the sailing season.

The Cabo Rico 38 is equipped with a long keel. A full keel provide a better directional stability than a similar boat with a fin keel; on the other hand, better directional stability means also that the boat is more difficult to handle in a harbour with less space.

The boat can enter most marinas as the draft is just about 1.52 - 1.62 meter (4.99 - 5.29 ft) dependent on the load. See immersion rate below.

The boat is typically equipped with an inboard Perkins 4.108 diesel engine

Sailing characteristics

This section covers widely used rules of thumb to describe the sailing characteristics. Please note that even though the calculations are correct, the interpretation of the results might not be valid for extreme boats.

What is Capsize Screening Formula (CSF)?

The capsize screening value for Cabo Rico 38 is 1.66, indicating that this boat could - if evaluated by this formula alone - be accepted to participate in ocean races.

What is Theoretical Maximum Hull Speed?

The theoretical maximal speed of a displacement boat of this length is 7.2 knots. The term "Theoretical Maximum Hull Speed" is widely used even though a boat can sail faster. The term shall be interpreted as above the theoretical speed a great additional power is necessary for a small gain in speed.

The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for Cabo Rico 38 is about 209 kg/cm, alternatively 1174 lbs/inch. Meaning: if you load 209 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 1174 lbs cargo on the boat it will sink 1 inch.

Sailing statistics

This section is statistical comparison with similar boats of the same category. The basis of the following statistical computations is our unique database with more than 26,000 different boat types and 350,000 data points.

What is Motion Comfort Ratio (MCR)?

What is L/B (Length Beam Ratio)?

What is a Ballast Ratio?

What is Displacement Length Ratio?

What is SA/D (Sail Area Displacement ratio)?

Maintenance

When buying anti-fouling bottom paint, it's nice to know how much to buy. The surface of the wet bottom is about 22m 2 (236 ft 2 ). Based on this, your favourite maritime shop can tell you the quantity you need.

Are your sails worn out? You might find your next sail here: Sails for Sale

If you need to renew parts of your running rig and is not quite sure of the dimensions, you may find the estimates computed below useful.

This section is reserved boat owner's modifications, improvements, etc. Here you might find (or contribute with) inspiration for your boat.

Do you have changes/improvements you would like to share? Upload a photo and describe what you have done.

We are always looking for new photos. If you can contribute with photos for Cabo Rico 38 it would be a great help.

If you have any comments to the review, improvement suggestions, or the like, feel free to contact us . Criticism helps us to improve.

Jordan Yacht Brokerage

We Never Underestimate Your Dreams

Cabo rico 38 review: the golden goose.

One of the first passages I made was a delivery of a 38 Cabo Rico from Fort Pierce to Fort Lauderdale. Like all family adventures, it was an epic journey. My father, mother, brother, and I started out down the Intracoastal. Soon with a hankering to test sail her and get some peace and quiet from the interminable bustle of boats and bridges, we headed out the cut. It turned out to be blustery day and even with her legendary soft motion soon I, a green legged sailor, was soon sea sick. But my father forged on like Captain Bligh roaring commands to his incompetent crew. By the time, we arrived at midnight in Fort Lauderdale my furious father swore never to take us along again. This was just another day as we all thoroughly enjoyed the trip.

Introduced in 1977, the 38 is Cabo Rico’s most successful and longest running design. Though usually credited to W.I.B. Crealock, her real lineage is slightly more complicated. Dennis Garrett, the production manager at the Costa Rican factory, reworked Crealock’s 36 Tiburon by adding a counter stern and new cutter rigged, deck mold. The result has been what Kevin Bray, Cabo Rico’s latest project manager, calls their “Golden Goose,” a design with tempid demand that never goes out of style. Down below is a symphony of honey-colored teak and stunning joiner-work. There is not an inch of fiberglass in sight. Over the 30+ years of production, she has come in XL, Custom Offshore, Classic Convertible aft cabin, and a Pilot version. On a limited basis, Cabo Rico still makes 38’s. Please see our Cabo Rico Models Page for information about other Cabo Ricos.

First Impressions Crealock’s skillful clipper bow is a work of art. If you wrapped up the Cabo Rico style into one flashing glimpse, you would see her clipper bow gliding by. The look avoids the piraty cliques developing a wholly unique image with long slender lines and sweet sheer. The low freeboard with her molded rubrail flows from salty trailboards. The cabin trunk tucks into the lines and combines with the aft cockpit combings. A Pilot version introduced in 1990 has a higher profile cabintrunk. This is not just a hard dodger arrangement but a true pilot with inside steering. All this is set-off by a fine teak caprail, handrails, and bowsprit. Afmost is a lovely counter stern – Garrett addition to the Tiburon that has become a Cabo Rico tradition. Every Cabo Rico ever made has a two foot extended sistership – even the recent 54/56 though the 54 was never made.

Aloft is a single spreader spar supported by a backstay, the two forestays, and an aft shroud. This is a true cutter rig usually with a high cut yankee forward on the sprit mounted forestay and clubfoot boom which attaches to the deck via a swivel for the inner headsail. The bowsprits were originally a single wooden spar design with the round cranston ring on the end which changed to a flat teak platform. The self tacking foresail has a traveller mounted amidships. Underneath is a old fashioned but classic full keel and attached rudder. Forget the design theory, this hull and keel combination gives her a legendary soft, dry motion with surprising speed.

Construction The hull construction consists of a thick outer glass layer, a 5/8″ balsa core, and a thin inner glass layer. This sandwich goes from the garboard strake to within 1′ 6″ of the sheer. While technically a balsa cored hull, really the balsa is for insulation and unlike the dreaded C&C hulls with their thin outer skin. Stiffening this hull are floors and stringers for a completely fiberglass substructure. Though mostly classically built, the head area is a molded liner with all the associated limitations. The ballast is internal and was iron grouted in place by a resin-sand mixture until about hull 40 when they switched to superior lead ballast.

The deck is a true 3/4″ sandwich of balsa. Often, early 38’s had teak decks overlaid while this has become rarer these days. The hull-deck connection is a bulwark flange secured by 3M’s 5200 and number 14 screws set on three inch centers. On top is a teak caprail. The mast is keel stepped to a fiberglass mast step which spans a couple floors. The soft bilge gives her a nice motion and also allows for, along with the internal ballast, the fiberglass tankage to be placed low in the bilge to increase stability.

What To Look For The main issue has been the teak decks though not because of any really flawed construction techniques. As one owner notes, this is a problem with “any boat where you drill holes in a balsa cored deck.” Inherently and especially in southern latitudes, teak decks are problematic though they provide great traction and are lovely to look at. I would wary of any Cabo Rico with teak decks and have a careful survey. A leaky teak deck with a saturated core can cost $50,000 or more to replace. A wet delaminated deck is a serious deal killer. The resale value for a teak decked 38 is also lower. Beyond the deck, all the teak whether on deck or below is an important item. While the plenitude of teak aboard Cabo Ricos gives them a strong attraction, it is also requires continuous maintenance. By the condition of the teak, you can tell worlds about the maintenance of the owner.

Among other complaints, blisters are not unheard of. Generally, the later the Cabo Rico the better the build quality. An owner notes, “By the mid 80’s I think they had all the bugs worked out.” The use of vinylester resins has about eliminated the possibility of osmotic blisters these days. Leaks are common around the scuppers, chainplates, and of course mast boot. Watch for water damage below. The lower fixture of the bobstay is prone to corrosion as this rides below the waterline. The cockpit sole of early 38’s was plywood cored and is vulnerable to rot.

Some boats from the late 1980’s and early 1990’s had a bad mixture of stainless steel from a supplier. It was a mixture of 304 and 316L. This affected boats randomly so you cannot tell which ones are suspect. Problems arose with chainplates, bow railing, rudderposts. The fixes are difficult, and you should consult with a local welder. The consequences of not taking note of the stainless are serious. One owner lost his rig because of a corroded chainplate. Getting a new rudder is not simple or inexpensive as a thread on the Cabo Rico Association’s Google group shows. This association is great place to hear an honest opinion of these yachts.

On Deck While she has 38 length on deck, she seems like a big 38-footer with her roomy foredeck. The bowsprit forward helps reduce weather helm and balance this true cutter. There is a portside water tank cap forward. A windlass is mounted between the bowsprit and a swivel for the inner forestay. One of her many charms is a shallow, fiberglass molded chainlocker forward with two hinged grates. The clubfoot boom takes up too much space on the foredeck and is really not the best idea. But, the boom does along for a self tacking genoa with the cabintrunk mounted traveller. Two sets of genoa tracks are along the caprail and along the cabintrunk. There are two chrome plated bronze circular portholes and three squarish ones on each side. These are wearing thin with the green corroded bronze showing through. Aftmost is a nice lazarette.

The cockpit is old fashioned, reasonably comfortable and secure. The helm has a great raised teak lined seat with a stainless rimmed and teak spoked wheel for the Edson steering. The side seating is long enough to lay down along. There is a manual bilge pump outlet on the topside of the seating portside aft. The combings are low and abrupt with uncomfortable aft facing portholes. The lines may or may not thread through to the cockpit for single handing. The traveller is mid-boom which gives more space but less leverage. The Isomat spars are not the best quality but have proven durable.

Down Below Stepping down below you are instantly immersed in a symphony of light colored teak and stunning joiner-work. This is the climax of the 38. It is hard to find a spot of fiberglass. And, this is not teak verneer but solid plantation grow teak in the highlands of Costa Rica. The sole is teak and holly or a darker teak and walnut color which is preferred. Above is a white liner. Cabinets are lined with cedar. Two cowl vents and a handful of plexiglass hatches give ventilation and light along with portholes. While the teak strips are fit vertically to emphasis length, the low freeboard 38 has rather poor headroom. I saw a review that mentioned 6’4″, and I can assure you that the headroom is more like 6’2″ at most with forward lowering to 6’0″. I am only 6’0″ tall and the 38 is one of the boats that I have to crouch down a bit in. The pilot version is much better.

The layout can really vary. Mainly, people talk about a Plan A and B layouts. The A has a V-berth forward while the B has an offset double and an L-shaped settee in the main saloon. This B layout is more popular. But while Cabo Rico from 1977 to 1990 produced only the 38, they were far from a monolithic producer. The 38 comes in so many variations including XL, Custom Offshore, Classic that you never know what you might find. Some versions do not have an aft cabin. Others like the XL have an enclosed stateroom aft with a shower portside. The galley is forward.

Engine The engine is either a venerable Perkins 4108, dreaded Westerbeke, or steady Yanmar. I saw one recently that had been repowered, and this seems like a reasonably standard job. Access is behind the companionway and not spectacular for aft access. The cockpit lockers port and starboard give access to the steering area. On later 38’s access was moved portside to through the galley steps. The fuel is in a fiberglass 56 gallon tank set low.

Underway I met with an owner recently who explained how he owned an Island Packet 38 previously. He said, “I had a surveyor friend who recommended the 38, and I have been pleased. Compared to the Island Packet – she does not compare. She sails great. I like to go down from Fort Lauderdale to Key West in her. One time we were sailing in 35 knots and were the only ones out there.” One of the prime reasons to purchase a Cabo Rico besides the lovely teak interior is the sailing characteristics. It is eerie how when 12 knots of wind comes up, she almost instants reaches 6 knots. You do not have to reef until 20 knots. Of course with her fuller keel she will not be a racer. She is meant for reaching. And although her freeboard is low, she has a surprisingly dry cockpit due to Crealock’s stately clipper bow.

Conclusion The 38 is a boat I admire and have fond memories of. We were the exclusive southeast dealer for Cabo Rico in the early 1990’s and have had two of the project managers as brokers including currently Kevin Bray. There are sixteen 38’s on the market broadly ranging from $76,000 to $349,900. The most expensive one is a 2005 model and the latest built by Cabo Rico.  A worthwhile resource for more information and discussion is the Google Groups’ Cabo Rico Owners Association.

5 Replies to “Cabo Rico 38 Review: The Golden Goose”

I am looking at buying one of these boats, I found this most helpful…many thanks…..cameron seaforth

Thanks, I may be getting one shortly. This was a very balanced and objective look at one of the best production yachts out there. Brock Canner 

Kewl. I am in St Marten. Cut the docklines. Awesome sailing adventures ahead. R Sent from my iPad

Thank You!   I now have a much better idea of what issues to watch out for: Stainless rudder posts, teak decks, bobstays, and iffy Westerbekes.  I have restored other boats –  including a small Shannon –  and know that even the highest quality boats all have their issues.  Cabo Ricos appear to be a good risk.  I remind all buyers that any boat that is older than 20+ years is due for tanks, hose, rigging, sails, and rebuild or replacement of engine.  These items should be closely considered prior to stroking the check.  

Great review – and thanks for all the attachments!

Leave a Reply

Your email address will not be published. Required fields are marked *

Save my name, email, and website in this browser for the next time I comment.

• New Sailboats
• Sailboats 21-30ft
• Sailboats 31-35ft
• Sailboats 36-40ft
• Sailboats Over 40ft
• Sailboats Under 21feet
• used_sailboats
• Apps and Computer Programs
• Communications
• Fishfinders
• Handheld Electronics
• Plotters MFDS Rradar
• Wind, Speed & Depth Instruments
• Anchoring Mooring
• Running Rigging
• Sails Canvas
• Standing Rigging
• Diesel Engines
• Off Grid Energy
• Cleaning Waxing
• DIY Projects
• Repair, Tools & Materials
• Spare Parts
• Tools & Gadgets
• Cabin Comfort
• Ventilation
• Footwear Apparel
• Foul Weather Gear
• Mailport & PS Advisor
• Inside Practical Sailor Blog
• Activate My Web Access
• Reset Password
• Customer Service

• Free Newsletter

Mason 33 Used Boat Review

Beneteau 311, Catalina 310 and Hunter 326 Used Boat Comparison

Maine Cat 41 Used Boat Review

Cheoy Lee Clipper 36 & 42 Used Boat Review

Tips From A First “Sail” on the ICW

Tillerpilot Tips and Safety Cautions

Best Crimpers and Strippers for Fixing Marine Electrical Connectors

Thinking Through a Solar Power Installation

Stopping Mainsheet Twist

Working with High-Tech Ropes

Getting a Clue for the Blown-Out Clew

Monel Seizing Wire is Worth the Extra Cost

Fuel Lift Pump: Easy DIY Diesel Fuel System Diagnostic and Repair

Ensuring Safe Shorepower

Sinking? Check Your Stuffing Box

The Rain Catcher’s Guide

Boat Maintenance for the Technically Illiterate: Part 1

Whats the Best Way to Restore Clear Plastic Windows?

Mastering Precision Drilling: How to Use Drill Guides

Giving Bugs the Big Goodbye

Galley Gadgets for the Cruising Sailor

Those Extras you Don’t Need But Love to Have

UV Clothing: Is It Worth the Hype?

Preparing Yourself for Solo Sailing

How to Select Crew for a Passage or Delivery

Preparing A Boat to Sail Solo

On Watch: This 60-Year-Old Hinckley Pilot 35 is Also a Working…

On Watch: America’s Cup

On Watch: All Eyes on Europe Sail Racing

Dear Readers

Chafe Protection for Dock Lines

• Sailboat Reviews

Cabo Rico’s Classic Cutter

Crealock's cr38 proves quality endures..

If we made a short list of traditional-looking cruising boats with trailboards and oodles of teak that dreamy-eyed readers most want to know about, the Cabo Rico 38 would be near the top. Others of her ilk, like the Canadian-built Gozzard 37 and 44, also draw much interest. But all that good detail in wood doesn’t come cheap. If you want to keep your investment at or below the six-figure line, you have to set the wayback machine on . . . well, wayback.

Still going strong after more than 45 years, the Bill Crealock-designed Cabo Rico 38 is much admired for its strength, seakeeping ability, and teak joinery work. While the original beauty was out of reach of the average cruiser, these days there are still some attractively priced boats popping up now and then. With the molds for this popular boat in limbo, it could well be that the only Cabo 38s we’ll see in the future are those that are out sailing today, and this shouldn’t hurt their value.

Cabo Rico has a rather unusual genesis, starting as it did as the hobby of John Schofield, manager of a British automotive plant in San Jose, Costa Rica, during the 1960s. A keen yachtsman, Schofield apparently saw no reason why his relegation to Latin America should quash his love of sailboats, so he began building boats in the corner of Leyland’s Range Rover facility. His first boats came out the door in 1965. By 1971, he had introduced the Tiburon 36 ketch, designed by Californian Bill Crealock. Six years later, in 1977, came the Cabo Rico 38.

Photos by Fraser Smith

Edi and Fraser Smith bought the company in 1987 and expanded operations. The Cabo Rico line includes models from 34 to 56 feet, most of which come with a pilothouse option.

In 1992, the Smiths bought David Walters Custom Yachts. If you know your fiberglass boat history, you’ll recall that David Walters is the yacht broker who, in 1975, co-founded Shannon Yachts with Walter Schulz. The Cambrias, envisioned by Walters as elegant competitors to Nautor Swan, Baltic, etc., include the 40, 44/46, 48, and 52.

Sent skidding by the recession of 2008, as far as we know, there are no boats currently in production. The last new boat we saw was a Chuck Paine-designed Pilot 42, at the 2007 Miami Boat Show.

The Cabo Rico 38, however, was for years the backbone of the company. Its 24-year production run rivals long-lived hall of famers like the Hinckley Bermuda 40. Naturally, the materials and methods used to build the 38 have evolved over the years. All told, about 195 of these hulls were built, not counting its predecessor, the Tiburon.

The Cabo Rico 38 is a traditional, full-keel design with a keel-hung rudder. The forefoot has been cut away somewhat to reduce wetted surface and improve handling. This is a trait of all Cabo Ricos, regardless of what designer-Paine did to the 40/42 and the 54/56; the rest are by Crealock.

When evaluating any boat on paper, one of the first things you want to do is check the displacement/length ratio (D/L) and the sail area/displacement ratio (SA/D). These two numbers tell a lot about how the boat will perform, as well as its carrying capacity (generally, the higher the D/L number, the more volume inside the hull).

The Cabo Rico 38s D/L is 375, and its SA/D is 16.3. This makes the boat moderately heavy, with a medium-sized sailplan—about what you’d expect for a traditional, seakindly ocean cruiser. She has enough power to make decent passage speeds when the wind is up, but she won’t be a great light-air performer, especially when laden for cruising.

When viewed in profile, the clipper bow is prominent. This style is characterized by concavity, so that the bow seems to arch out over the water like a dolphin. The 38’s bow is adorned with real teak trailboards, not molded fiberglass (a hideous perversion seen on some boats).

There’s quite a bit of spring to the sheer line, with the low spot in the classic location, about two-thirds or so of the way aft. The conventional counter stern looks right. It has just a little overhang and is moderately broad. Many modern cruisers carry beam much farther aft than the Cabo Ricos; this increases cockpit space and stowage, but can present downwind handling problems that are avoided by the Cabo Rico’s conservative approach.

The cabin has a fairly low profile, with small opening portlights. The proportions are good; few design elements look worse than a cabin that’s too tall for the boat; that is, out of proportion to hull length and freeboard.

The rig is a cutter, which means the mast is located somewhat farther aft than on a sloop. It’s keel-stepped, so the designer had to plan where it would be in relation to the interior. On early models, the 38’s mast passes through the dinette table, which is perhaps unavoidable, but it does obstruct your view of your tablemates.

The 38—like all other Cabo Ricos, except the 34/36 and the 54/56—was also available with a pilothouse. However, according to Cabo Rico, although many clients liked the idea of an all-weather helm station, nearly all stuck with trunk-cabin models in the end.

Construction

The hull and deck of the 38 are fiberglass, and both are cored with end-grain balsa wood. (The larger Cabo Ricos are cored with Airex and/or Corecell.) Interestingly, the hull core is not centered between the two skins, but added inside to what is basically a solid fiberglass hull, then covered with a thin interior skin. The balsa is not needed structurally, according to the manufacturer, but it is added for insulation purposes. The company published its lamination schedule for the 38, which we think ought to be standard practice for all builders, but rarely is.

The deck coring is removed in areas where hardware will be attached, and deck hardware is installed by embedding stainless steel plates in the laminate, drilled and tapped so that hardware can be fastened by one person topsides. This method of hardware attachment is rugged and makes it easier for the builder, but metal buried in laminate inevitably invites corrosion. While it may eliminate washers, nuts, and backing plates, there is something to say about the simplicity and serviceability of traditional through-bolted deck hardware.

Early models were built with alternating layers of mat and woven roving, but there have been, as one would expect, many advances in the making of fiberglass fabrics since those early days. For later models, Cabo Rico primarily used 1708 and 1808 (8-ounce mat stitched to directional rovings) fabrics, along with vinylester resin for the first three layers (two of which are mat) inside the isophthalic gelcoat. This helps prevent osmotic blistering.

The keel is part of the hull mold, and in early boats, the ballast was iron. Cabo Rico switched to lead ballast for the last 60 or so models. There are seven separate castings, set in the keel cavity, and then the voids are filled with resin. The ballast is glassed over.

The hull is stiffened with U-channel fiberglass beams glassed to the hull. A fiberglass subfloor is placed over the beams, and then a solid teak and holly sole.

Portlights have no outside fasteners visible. The interior has no pan, but it is built up of plywood and solid teak or other hardwood. Since Cabo Rico 38s were semi-custom, you’ll find them with varying interior wood types-teak, mahogany, maple, ash, cherry.

Fiberglass moldings are used for the shower, engine beds, and icebox, which are good places to use fiberglass rather than wood.

When the 38 was born, teak decks were much desired. Cheoy Lee Shipyards of Hong Kong, one of the first offshore yacht builders to sell into the U.S. (and thereby an ancestral forebearer of Cabo Rico) sold a lot of boats stateside with teak decks.

Teak planks are generally screwed through the fiberglass deck skin and into a plywood core. The screws are countersunk, and the heads covered with bungs. Over the years, however, the deck and bungs expand and shrink, and begin to move. The glue holding the bungs ages and cracks. Eventually, water enters around the bung, seeps down along the screw, and into the plywood core. When the plywood begins to rot, the cure can cost you $25,000 or so. Also, teak decks add considerable weight to a boat, weight that is fairly high off the water.

While later Cabo Ricos could be ordered with teak decks, most owners opted for lower-maintenance fiberglass decks with molded nonskid rather than the warm beauty of the teak planking.

The hull/deck joint occurs at the bulwark and is bedded with 3M 5200 and through-bolted on 6-inch centers.

Tanks are fiberglass, but not integral, meaning they are molded separately and are not part of the hull. The bridge structure that supports the mast also incorporates the holding tank. Fuel capacity is 65 gallons; fresh water is 190 gallons.

The original engine was the excellent Perkins 4:108; that’s been replaced by the ubiquitous Yanmar-a 56-horsepower model. One owner completing our Boat Owner’s Questionnaire, however, said his 38 is equipped with a 70-horsepower Chrysler diesel built by Nissan. Other models had a Westerbeke 46, not enough horsepower, according to one owner and former marketing manager Allen Taylor (see adjacent article).

While most owners would seem to agree with the owner of a 1984 model who said his boat is designed and built for offshore cruising, the owner of a 1980 model complained that stanchion bolts are inaccessible, bulkheads aren’t all tabbed securely to the cabin sides and overhead, and all through-hulls aren’t bonded.

Another 1980 owner said that while his boat is overbuilt, its one flaw was a teak cockpit sole screwed into plywood, which completely rotted from water penetration.

Early brochures show two basic accommodation plans for the 38. Plan A shows the usual V-berth forward, head, and hanging locker just aft of that, and amidships two settees with dinette table on centerline. The U-shaped galley is in the port quarter and to starboard of the companionway is a double berth.

Plan B is the same except for a rather unusual L-shaped dinette and a double berth forward offset to starboard. One leg of the dinette deadends at a bulkhead, making it appear that persons sitting there are more or less trapped by the table, which also runs to the bulkhead. Headroom is at least 6 feet, 2.5 inches, and berth lengths generally run 6 feet, 6 inches.

Later in the production run, the Offshore model emerged. This version eliminated the aft berth in favor of a massive storage area under the starboard cockpit seat. In this area, cruisers could fit large watermakers and gensets as well as find a place to store the gear required for voyaging. There was also a fold-up table and a larger, more functional nav station. Aft of the nav station, a large freezer area was added for additional food storage on long passages. Many other features were carried over from the earlier versions.

At the end of its production run, the CR38s interior was customizable, so you do see some custom layouts. One of the more common plans shows a V-berth forward, L-shaped galley to port (with access around both sides of the table), settee to starboard, U-shaped galley in the same port quarter area, and an aft stateroom in the starboard quarter area.

The aft double berth is larger than in earlier models, extending behind the companionway ladder. This is possible because the engine has been moved forward under the galley sink and dinette seat. Not only does this open up a lot of space under the cockpit, it makes engine access somewhat easier (by removing parts of the galley and seat), and also moves this heavy piece of machinery closer to the boats center of gravity. This should translate into less of a tendency to hobby-horse in choppy seas.

As mentioned, Cabo Rico does not use a fiberglass pan to form engine beds, berth flats, galley structure, etc. Instead, the interior is built up of plywood tabbed to the hull, which creates a sort of monocoque structure. Done properly, its very strong. There are many advantages to all-wood interiors, including better access to all parts of the hull (you can cut or smash your way into any compartment if you need to stop a leak caused by a collision below the waterline); and superior thermal and acoustic insulation (boats with wood interiors are quieter and dryer than boats with fiberglass pan interiors).

The problem is that all-wood interiors require many man-hours to assemble, which dramatically jacks up the price. Indeed, most boats with all-wood interiors nowadays are at least semi-custom yachts, priced well above most production boats.

Performance

During a test sail of the Cabo Rico 38, we found the boat to be well mannered, with few vices. With a bit of wind, it moves nicely. It was designed to strut its stuff in offshore conditions, not drift around the buoys. The moderately heavy displacement makes the 38 feel secure in the water; it doesn’t jump around like lighter-displacement boats. And the full keel gives it good directional stability; that is, it enables the boat to steer a straight line without a lot of attention to the helm.

The flip side of this, of course, is that full keels generally don’t allow boats to point as high as boats with fin keels. So, like everything else with yacht design, there are trade-offs. And while we are believers in the advantages of a full keel’s protection in collisions, directional stability, ability to careen boat for repairs, absence of worrisome keel bolts in most boats-we also appreciate the ability of fin-keel boats to point higher. At least in coastal sailing, pointing high can get you home faster, and faster is safer. Offshore, unless you’re clawing your way down the Antilles, it’s less relevant.

Owner estimations of their boats performance relative to other designs vary: While the owner of a 1979 model says of his, “Really not a racing boat,” the owner of a 1984 model boasts that he can consistently catch and pass boats that are faster by reputation. Most agree that speed is average-to-sluggish in light to moderate winds, improving to fast in higher wind strengths.

Of more interest perhaps than speed is sea-keeping ability, and here, the 38 excels. In our survey, owner after owner noted how well the 38 handles severe conditions: The rudder doesn’t stall, forcing uncontrolled round-ups; heel is easily reduced because of the cutter rig; and motion is more comfortable than on flatter-bottom boats. “Very solid and safe,” wrote one owner.

The Cabo Rico 38 is now a classic. At more than 40 years of age, the design still looks great, thanks to Crealock’s fine eye.

Our recent scan of the market showed early- to mid-80s Cabo Rico 38s being listed in the $70- to $80-thousand dollar range. A mid-90s boat is listed in the $170-thousand range.

• Former Marketing Director, CR38 Owner Offers His 2 Cents
• Cabo Rico Owners Group

RELATED ARTICLES MORE FROM AUTHOR

Hi, FYI, the link to the former marketing director cr38 2 cents offer is not working. I am interested to read. Thanks

LEAVE A REPLY Cancel reply

Log in to leave a comment

Latest Videos

The Perfect Family Sailboat! Hunter 27-2 – Boat Review

Pettit EZ-Poxy – How to Paint a Boat

The Boat From True Spirit – Sparkman & Stephens

Top 5 Boat Hacks – Boat Maintenance Tips and Tricks

Latest sailboat review.

• Privacy Policy
• Do Not Sell My Personal Information
• Online Account Activation
• Privacy Manager

• Register / Login

A password will be e-mailed to you

Reset Password

CABO RICO 38 PH

More information, image gallery, floor plans.

Use the form below to contact us!